Control system.



No..8'76,594. PATENTED JAN. 14, 1908.

G. B SGHLEY. GONTROL SYSTEM. APPLIOATI OH FILED DEC. 31. 1906.

2 SHEETS-$111731 2.

2o obtain complete control of the main control- UNITED STATES PATENT OFFICE.

GEORGE B. SCHLEY, OF NORWOOD, OHIO, ASSIG1\'OP- TO ALLIS-CHALMERS COMPANY, A CORPORATION OF NEW JERSEY, AND THE- B'ULLOCK ELECTRIC MANUFACTURING COMPANY, A CORPORATION OF OHIO.

CONTROL SYSTEM.

Specification of Letters Patent.

Patented Jan. 14, 1908.

Application filed December 31. 1906. Serial No. 850.129.

To all whom it may. concern:

Be it known that I, GEORGE B. Sonrnr, citizen of the Unlted States, residing at Norwood, in the county of Hamilton and State tems and especially to multiple-unit train-- control systems.

' A number of systems havebeen devised for governing ,a plurality oi pneumatically operated maincontrollers on different cars of V a traini'rom any one of a number of master controllers. In all of these, so tar as 1 am aware, it has been necessary to provide at least two "pipes extending throughout the length of the train;

It is the object of my present invention to lers on allot the cars of a train from any one of the master controllers by means of a single train pipe.

one o fits aspects comprises the combination I in a multiple-unit train control system, of a single train pipe extending throughout the train, a11d means for controlling the motor circuits of the several cars to forward, stop or reverse coiulitions therefrom.

In another aspect my invention comprises the combination in amotor control system, of a motor, a fluid-operated main controller therefor, and a master controller for varying the fluid pressure applied to said controller, the main controller being arranged to control the motor for movement in one direction upon. an increase of said applied pressure above a predetermined value, and in the other direction upon a decrease in said. pressure below said predetermined value.

Many other features of'niy invention will appear from the description and. drawings and will be particularly pointed out in the claims.

Figure 1 shows diagrammatically one embodiment of my invention; and Fig. shows a modification.

Referring now to the drawings, 10 repre sents the motor or motors to be controlled, 11 a pneumatically operated main controller therefor, and 12 master controller for the main controller. Operating current is supplied through a trolley 13.

l/Vith this object in. view, my invention in A reservoir let is supplied with compressed an or other fluid by a pump 15 driven by a motor 16. The motor 16 is controlled by a pressnreoptetated switch 17",respons-ive to; the pressurern the reservolr l-ft to'heep said pressure approximately constant. A reservoir 18has air or other fluid exhausted therefrom by means 01"" ,a 'pulnp 19 driven by a motor 20. The motor 20 is controlled by a pressureoperated twitch 21, responsive to the degree of exhaustion in the reservoir 18 to maintain said exhaustion approximately constant. The switch 17 closes to start the motor 16 upon a decrease in pressure in the reservoir lei and opens to stop said motor upon an increase in such pressure, while the the train are connected by the usual flexible connections 23. On each car the train pipe is connectedto the main controller 11 a pipe 24 and to the master controller 12 by a pipe So far the description has related equally well to both figures of the drawings. In the modification shown in Fig. l the main controller 11 comprises a plurality of separate pneumatically-actuated switches 26 to 33 inclusive. As shown, the operating means for each of these switches includes a cylinder 04 in which is a piston 35 connected to the switch. lVithin each of the cylinders 34 is a spring 36 which tends to open its associated switch. On one side,oi the piston 35, each cylinder S lls connected to the pipe 24, and on the other side of the piston to a source ol' constant fluid pressure, as the at mosphere. are arranged to be all open when the fluid in the train pipe and in the pipe 24 is at a predetermined pressure, here taken as equal to atmospheric pressure. The switches 26 to 29 close as the fluid in the train pipe reaches successively higher pressures above such predetermined pressure, while the 'switche' 30 to 33 close as said fluid reaches succ essivel;

other valves 50 being closed.

lower pressures below such predetermined pressure. Any desired method of obtaining this successive. action may be used, such as varying the distances which the switches must travel in order to close. The switches 26 and 30 respectively close the motor circuit for rotation in op osite directions. The difierence between tie connections of the two-switches is merely that the current 39 connecting the'pipe 25 and a radia opening 40. In the ring 38 are a number of radial openings 41 to 49 inclusive. The opening 45 is connected to the atmosphere, or other source of constant fluid pressure. The openin s 41 .to 44 are connected through pressure-re ucing valves 52 to the reservoir 18, the different valves 52 being adjusted so 'thatthe openings 41 to 44 have successively higher pressures, all lower than atmospheric pressure. The openings 46 to 49 are connected through PIGSSUl'6-16(lll0l11g valves 53 tothe reservoir 14, the different valves 53 being adjusted'so that the openings 46 to 49 have successively higher pressures, all higher than atmospheric pressure. Normally the o ening 40 connects with'the opening 45 as s own. 'The disk 37 can be rotated, as by means of a removable handle 51, to bring the opening'40 opposite any of the'openings' 41 to 49 inclusive. A valve 50 is located in the opening 40, this valve being-open when that master controller is being used and closed at other times. If desired the valve 50 may be arranged to be opened and closed respectively by utting on and taking oil" the handle 51.

'l he operation of the system is as follows The valve 50-on the master controller to be used to control the trains is opened, all the When the disk 37 of this controller is in its normal posi tion and the openings 40 and 45 are connected, the train i e 22 is connected to the atmosphere an t e switches 26 to 33 inclusive throughout the train are all open as showsa. When movement in one direction is desire; the disk 37 of the master controller is move, to bring the opening 40 opposite the opening 46, thus supplying to the train pipe a pressure slightly higher than that of the atmosphere. This increased pressure causes all of the switches 28 to 33 inclusive to move down-' ward unless they have reached their limit of movement, an is suflicient to close the switch 26 on all the cars of the train while bringing the switches 27, 28 and 29 nearer to closed cition. The closing of the switch 26 competes the circuit ofthe motor 10 through the resistance sections 55, 56 and 57 each other a still inFig. 1.

and auses the train to start. 'When the disk 3. is moved further in the same direction to bring the opfinings 40 and 47 o posite 'gher pressure is et into the train pipe 22 and'the switches 27 on all the cars operate to cut out the first resistance section 55, and increase the speed of the train. As the opening 40 in the disk 37 is successively brought opposite the openings 48 and 49 the switches 28 and 29 are successively operated to out out the remaining resistance sections, thus further increasing the speed of the train. hen it is desired to .stop, the disk 37 is returned to its normal successively opposite the o enings 44 to 41 inclusive, thus successively; immishmg stepby-step the pressure in the train pipe and causing the operation of the switches 30, 31, 32 and 33 in the order named. The closing of the switch 30 completes the motor circuit for rotation in the desired direction, while the switches 31, 32 and 33 respectively cut out the resistance sections 55, 56. and 57. As before, the train may be stopped by-bringing the disk 37 back to its normal position and connecting the train pipe to the atmosphere. Should the train happen to break and the connections between the pipes 22 on the different cars be interrupted, said pipes will be connected to the atmosphere and the main controllers l1 brought to their ofi osition, causing the train to stop. Throug out the operation as described above, the pres,- sures in the reservoirs 14 and 18 respectively are kept constant by the motor-driven pum s 15 and 19 respectively, controlled by' t e. pressure switches 17 and 21 respectively. This method of keeping constant the ,pressure in a reservoir is old and well known and needs no further explanation here. If destant pressures may be used. means of suitable arrangements the various constant pressures may if desired be all either above or below atmospheric pressure.

Referring now to Fig. 2 the reference characters 11 to 25 denote the same elements as In Fig. 2, howeventhe main controller 11 is not composed of a plurality of separately actuated contacts, but is of the drumor other similar ty e, and is arranged to have a neutral or of position and to i move in opposite directions from such position for forward and backward movements of the car. or tram respectively. This contrdller is operated through a pinion and a gear segment 66 by a piston67 in a cylinder 68. T e space to thele ft-of the piston 67 is connected to the pipe 24 and through it to the train pipe 22, while the space at the right of said piston is connected to the atmosphere through openings 69. A spring or springs 70 maintain the piston 67 and the controller 11 p in their central or neutral positions when the pressure in the train pipe 22 is at its normal predetermined value, here equal to that of the atmosphere. The master controller in Fig. 2 consists of a movable disk 37 fitting rotatably within a ring 38. The. disk 37 has openings 39 and 40 similar to the open ings 39 and 40 in Fig. 1. The opening 40" may be brought opposite any one of the openings 4:1 to 49 inclusive, the opening 4:5 being connected to the atmosphere. the open ings 41? to 4A to the reservoir 18 through pressure-reducing valves 52 and the open ings 46*? to 49 to the reservoir 14 tliirough ')ressure-redu cing valves 53. In Fig. 2, however, the pressure-reducing valves are shown built into the master controller in stead of being separate therefrom as in Fig. 1. In the opening 40 is a shut-off valve 50 The disk 37* is operated by the removable handle 51 Asthe disk 37 is moved clockwise or counter-clockwise, the pressure in the train pipe 22 is successively raised or lowered and the piston 67 is moved either to the right I or to the left accordingly. Movement to the tion, connecting the motors 10 for movementin the other direction and varying the speed of the motors 10 in any desired manner. Instead of having a pluralityof pressure-reducing valves 52 and 53 there maybe but a single valve of this kind, the spring of this valve being adjustable by movement of the handle 51 to get the desired pressure in the train pipe 22. y I

Many other modifications in the precise arrangements here shown and described may be made without departing from the spirit and scope of my invention and all such I aim to cover in the following claims.

What I claim as new and desire to secure by Letters Patent is 2* 1. In a multiple unit control system, a single pipe extending throughout the train, and means for controlling the motor circuits of the several cars for forward, stop or re verse conditions therefrom.

2. In a multiple unit control system, a single pipe extending throughout the train, and branch connections in the severalcars for securing forward, stop or reverse conditions of the car motors by varying the fluid pressure in said pipe. i

3. In a multiple unit control system, a single piperxtending throughout the train, branch connections therefrom within the several cars, and fluid-operated devices within the. several cars and operable from the train pipe for setting the motors to forward, zero ()1'i.=I'GV(IS6 movement.

4-. In a multiple unit control SYStGHl, a single pipe extending throughout the train, lluid-o -wrated devices within the several cars for controlling the speed and direction of the motors thereof, and branch connec tions from said pipe to said devices.

5. In a multiple unit control system, a single pipe extending throughout the train, fluid-operated devices Within the several cars for controlling the motor circuits thereof, and branch connections from said pipe to said devices for arranging said motor circuits in any desired relation by varying the fluid pressure in said pipe.

6. In a multiple unit control system, fluidoperated devices within the several cars for controlling the motor circuits thereof, and a said train pipe, the speed and direction of the motors may be controlled.

7. In a motor control system, a motor, a fluid-operated main controller, a master controller, and a single pipe connecting the main controller and the master controller, said master controller being arranged to vary the fluid pressure in said pipe, and said main controller being responsive to such chi nges to connect the motor for different speeds. I

8. In a motor control system, a motor, a fluid-operated main controller, a master con troller, and a single pipe connecting the main controller and the master controller, said master controller being arranged to vary the fluid pressure in said pipe, and said main controller being responsive to such changes to connect the, motor for move ment in diiferent directions.

9. In amotor control system, a motor, a fluid-operated main controller, a master controller, and a single pipe connecting the main controller and the master controller, said master controller being arranged to vary the fluid pressure in said pipe, and said main controller being responsive to such changes to connect the motor for'movement in different directions and at different speeds.

10. In a motor control system, a motor, and a fluid-(merated main controller therefor, said controller being arranged to vary the speed of the motor in one direction in accordance with increases above a predetermined value of the fluid pressure applied decreases of said fluid pressure .below said 11 Ina motor control system, a motor, a

of the fluid pressure supplied thereto, and

-t erewith in one direction in accordance! termined value, and a master control er for in the other direction in accordance with predetermined value.

fluid-operated main controller therefor, and a master'controller for varying the fluid pressure applied to said main controller, the main controller being arranged to control the motor formovementin one direction in accordance with increases above a predetermined value of thefiuid pressure applied thereto and in the other direction in accordance with decreases of said-pressure below said predetermined value. v I

12. A motor control system comprising aplurality of motors, and a plurality of flu1dactuated main controllers therefor, each of said main controllers being arranged to vary the speed of the motor or motors associated therewith in one direction in proportion to the increase above a predetermined value to vary the speed of said motor or motors in the other direction in proportion to" the de'-' crease -of said pressure below said predetermined value. v

13. A motor control system comprising a plurality-of motors, a plurality of fluid-ace tuated main controllers therefor, each of said main controllers being arranged to vary the s eed of the motor or motors associated with the increase above a predetermined value of the fluid pressure applied thereto, and 'to vary the speed of said motor or motors in the other direction in accordance with the decrease of said pressure below said redevarying the pressure applied to all of the controllers.

14. A motor control system comprising a plurality of motors, a plurality of fluid-actuated main controllers therefor, each of said main controllers being arranged to control the motor or motors associated therewith for movement in one direction upon an increase of the fluid pressure supplied thereto above a predetermined value, and to control said motor or-motors for movement in the other direction upon a decrease of said pressure below said predetermined-value, and a plurality of master controllers an one of which may vary the pressure supplied to all of said-maincontrollers.

- 15. ,In a motor controlsystem, a motor, and a fluid-actuated main controller therefor, said maincontroller being arranged to vary the speed andjdirection of the motor accordance with the extent and direction of the variation from a predetermined value of the fluid pressure sup lied thereto.

16. In a motor contro s stem, a motor, a

fluid-actuated main contro ler therefor, said main controller bemgarranged to vary the therefor, said main controller being arranged to vary the speed of the motor in one direction as fluid pressure is supplied thereto and.

to vary the speed of the motor in the otherdirection as fluid pressure exhausted therefrom. 7

18. A'motor control system com rising a motor, afluid-actuated main control er therefor, said main controller being arranged to control the motor for movement in one direction as fluid pressure is supplied thereto and.

to control the motor for movement in the other direction as fluid pressure is exhausted therefrom, and a master controller for controlling the su ply and exhaust of fluid pressure for said main controller.

. In testimony whereof I aflix my signature in the presence of two witnesses.

GEORGE B. S'CHLEY.

\Vitnesses:

RUBY Ronmsou', FRED J. KINSEY. 

